Buffer and fender for electric-railway cars.



APPLICATION FILED MAY 4, 1911.

Patented Dec. 5, 1911.

2 SHEETS-SHEET 1.

INVENTORS A TTORNE Y COLUMBIA PLA'NQG J. 11. E. BRANSON,'W. H. QUICK &T. FFMAGKELL' BUFFER AND FENDER FOR ELECTRIC RAILWAY CARS.

APPLICATION FILED. MAY 4, 19'11. 1,01 0,71 9.

Patnted Dec. 5,1911

2 SHEETS-SHEET 2.

IN (EN TOR 5 MM A TTORNEY COLUMBIA PLANDGRAPH CO., WASHINGTON. D- C.

mm 0,. MM'

UNITED STATES PATENT OFFICE.

JAMES H. E. BRANSON, WILLIAM H. QUICK, AND THOMAS F. MALCKELL, 0FPHILADEL- PHIA, PENNSYLVANIA. i

, BUFFER AND FENDER FOR ELEGTRIC RAILWAY CARS.

Specification of Letters Patent.

Application filed. May 4, 1911. Serial No. 625,023.

To all whom it may concern:

Be it known that we, JAMES H. E. BRAN- SON, \VILLIAM H. QUICK, andTHOMAS F. MAOKELL, citizens of the United States, and all residing atthe city of Philadel hia, in the county of Philadelphia and fate ofPennsylvania, have ointly invented certain new and useful Improvementsin Buffers and Fenders for Electric-Railway Cars, of which the followingis a specification.

Our invention has relation to a buffer and fender arranged inindependent relationship but with the latter adapted to be automaticallyshifted and locked in a lowered inclined position by the shifting of thebuffer from a normally vertical to an inclined position; and in suchconnection our invention relates to means in pivotal connection with thebuffer adapted by a manual operation thereof or upon being struck tochange the normal vertical position of the fender to a locked inclinedposition and to permit of the return of the buffer by manuallymanipulating the same.

The nature and scope of our present invention will be more fullyunderstood from the following description taken in connection with theaccompanying drawings forming part hereof, in which Figure 1, is a topor plan view of the buffer and fender in their normal positions andembodying in this view main features of our said invention; and Figs. 2and 3, are central sectional views of Fig. 1 showing the buffer andfender, in respectively, vertical and raised and shifted and droppedinclined positions.

Referring to the drawings a and a are longitudinal beams on both sidesof the car framework.

6 and 5 are U-snaped perforated hangers removably attached to the beamsa and a a, is a skeleton type of buffer or guard pivoted to the hangerb.

d and al in Fig. 1, are brackets secured tothe beams and to which arepivoted bellcranks e and 6 One end of each of these bell-cranks ispivoted to connecting rods f and J, the opposite ends of said rods beingpivoted to the upper portion of the buffer or guard c. The other ends ofthe bellcranks e and 6 are provided with rollers g, mounted on journals9 and 9 extending laterally therefrom, as clearly shown in Fig.

1, for a purpose to be presently'more fully explained.

h is a fender having a suitable base and back. The fender h is fulcrumedto the hanger b and to the fender are also attached one of the endsof'coiled springs VM and if, the opposite ends of which springs areattached to brackets k secured to and inwardly extending from the beamsa and a, as clearly shown in Fig. 1.

i is a cross-shaft journaled in the sidebeams 64 and a. Mounted on theshaft 71 are cranks j arfd j having stud-pins 3' and 7' 70 and is? arerods mounted on said studpins and at their opposite ends connected withthe upper portions of the fender h, as clearly shown in Figs. 2 and 3.The rods 70 and 7% are recessed at 74 to lockingly engage thecross-shaft 2', when the buffer 0 is manually shifted. During the momentof time it takes for the buffer to assume the position as indicated indotted outline in Fi 3, the rollers g and 9 contact with the rods 70 and76 of the fender h, to cause the same to be lifted and the fender underthe tension of the coiled springs 7L and if, to change from the positionas indicated in Fig. 2, to the position as shown in Fig. 3. While therods 70 and 76 are describing substantially a half-circle so that therecessed portion [.2 of said rods 70 and 70 can engage the cross-shaft2', to lockingly hold the rods 70 and 76 on said cross-shaft i, thefender h is shifted into its lowered inclined position as indicated inFig. 3, in which position it is maintained until the rods 75 and 10 bymanual means have been restored to the position as shown in Fig. 2.

, It will be observed that as the buffer 0 and fender h are arranged foruse when an object is brought into contact with the bulfer, thedescribed means between the buffer and the fender is actuated toautomatically shift the fender into the lowered inclined position shownin Fig. 3. Not only is it shifted into such a position but lockinglyheld in such shifted position, irrespective of what subsequent shiftingsmay occur of the buffer 0. It will also be observed that the buffer andfender are unconnected with each other until an object is brought intocontact with the buffer to enable it to be shifted to cause thebell-cranks e and e to be actuated and the rods 70 and 70 thus toPatented Dec. 5, 1911. l

lockingly engage the cross-shaft 2' as shown in Fig. 3.

Having thus described the nature and objects of our invention, what Weclaim as new and desire to secure by Letters Patent is In a railway car,a buffer, a car-frame supporting bell-cranks on both sides of the car, aconnection with said butter and one arm of each of said bell-cranks, theother arm of which is provided with a laterally extending device, atender, springs connected with said fender and car-frame, a cross-shafthaving cranks mounted thereon, rods connected with said fender andcrossshaft cranks, said rods being recessed to engage said cross-shaftand the laterally extending device of said bell-cranks being arranged tocontact with said rods and lift the same.

In Witness whereof, We have hereunto set our signatures, in the presenceof tWo subscribing witnesses.

JAMES H. E. BRANSON. WILLIAM H. QUICK. THOMAS F. MACKELL.

Vitnesses:

J. R. VILLIAMS,

FRANK B. ELLIS.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. 0.

